Internal-combustion engine.



J. E. GILSON.

INTEENAE ooM-EUsTloN ENGINE.

APPLICATION FILED JUNE 14, 1909. 960,536, Patented June 7, 1910.

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ANDREW H. GRAMAM cm vnuuuwuenvnens. wAsmNuToNfua J. E. GILSON.

INTERNAL GOMBUSTION ENGINE.

APPLICATION FILED .TUNE 14, 1909. 960,536, Patented June 7,1910.

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vSTATES PATENT OFFICE.

JOHN GILSON, OIE PORT WASHINGTON, WISCONSIN, ASSIGNOB. TO GILSON MANU- FACTURING COMPANY, 0F PORT WASHINGTON, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Toall whom 'it may concern.'

Be it known that I, Jol-IN E. GILsoN, a citizen of the United States, and resident of Port Washington, in the county of Ozaukee and State of Wisconsin, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

My invention consists in what is hereinafter particularly set forth with reference to the accompanying drawings and pointed out in claims, its main object being to provide simple, economical means for regulation of the time of ignition in internal-combustion engines while the same are in operation, and for regulating speed without stopping said engines.

Figure 1 of the drawings represents a plan view, partly in horizontal section, of a fragment of an internal-combustion engine and illustrates my preferred means for ignition and speed regulation of the engine while the same is in operation, parts of said engine being shown by dotted lines; Fig. 2, a side elevation, partly in section, of an assemblage of parts in the engine, a gear-wheel in the assemblage being partly broken away, and Fig. 3, a transverse section on planes indicated by lines 3 3 in Fig. 1.

Referring by numerals to the drawings, 4 indicates the crank-shaft of an internal-combustion engine, 5 the crank-shaft pinion in mesh with a spur-wheel 6 and therewith constituting the half-time gear of the engine, the spur-wheel being loose on a stationary arbor 7 and having a spark-timing cam 8 adjustably secured on its hub by a set-screw 9, this cam being operative against an insulated spring-contact 10 in its path.

The exhaust-valve controlling-cam 11 of the engine is integral with the hub of the spur-wheel 6, and the automatically adjustable stop-lever 12 for the push-rod 13 of said engine is held by a pivot-pin 14 in a shouldered and forked end of the aforesaid arbor. Une end of the lever 12 is provided with an antifriction roller 15 engaging one of a pair of annular grooves of the governorsleeve 16 that has slidable engagement with the crank-shaft 4 upon which it is carried. The other of the sleeve-grooves is engaged by knob-ends of crank-extensions 17 of governor-arms 18 pivotally supported between branches 19 of a ring 20 that isfastened on Specication of Letters Patent.

Application filed. June 14, 1809.

Patented June '7, 1910.

Serial No. 501,925.

the hub 21 of the engine fly-wheel 22 that is keyed upon the aforesaid crank-shaft, and the ball or weight ends of said governorarms are in connection with a spring 23. Provision is had for adjustment of the tension of this spring and the general construction and arrangement of parts, as thus far described, is usual in internal-combustion engines as ordinarily built.

To regulate the time of ignition, the insulated spring-eontact 10 is attached to an arm 24 of a slide 25 movable on the push-rod 13 and a grip-plate 26 mounted upon said rod between a shoulder of same and a pin 27 projecting therefrom, said shoulder and pin serving as stops to limit movement of the slide in opposite directions. To provide for engagement of the slide with the rod and plate aforesaid, one of its sides is detachable, screws 28 being employed to hold said side in connection with the remainder of said slide. To hold the slide in adjusted position, it is provided with a thumb-screw 29 that impinges on the grip-plate aforesaid. When the slide is adjusted against the pin 27 of the push-rod, late sparking results, and when said slide is adjusted against the adj acent push-rod shoulder, early sparking results, the arrangement of the aforesaid slide being' such that either adjustment of the same may be readily eected while the engine is in operation.

The head of the pivot-pin 14 is longitudinally kerfed t0 provide a seat for a leafspring 30 that bears upon a cam 31 loose on a spindle 32 adjustably secured in the lever 12 by a set-screw 33, said cam and lever being chambered for the engagement of a spiral spring 34 that surrounds the spindle under tension, as shown in Fig. 3. The pivot-pin is held against turning by a setscrew 35 for which a ledge 36 of a forkbranch 37 of the arbor 7 is provided. The

movement of the governor-sleeve incidental to spread of the governor arms. The tension of the spring 30 determines the time of engagement of the stop-lever 12 with the push-rod 13, whereby the speed of the engine is automatically regulated, the disposition of the Ycam 31 being such that it may be readily adjusted to vary the tension of Ysaid spring while the engine is in operation.

A fiat lock-spring 39for the intake-valve of the engine is fastened to'anarm .LO fastened upon the push-rod 13` by which it is carried, this spring being opposed to the flange of the tension-nut thatis run. on ther stem of said intake-valve against the usual valve-controlling springY shown 'in dotted lines. -V j vA. spring l1 controlling movement of push-rod 13 in one direction-is shown in connection with the arm. 40 and the guide 42 for said rod, this springibeing auxiliary to the exhaust-valve.controlling spring., 1

. In practice, supposing the piston (not shown) to be at the valve-end of the cylinder (partly shown by dotted lines) its movement toward the opposite end of said cylin` der during a one-half turn of the fly-wheel Will create a suction sufficient to open the intake-valve, andduring another half-turn of said iiy-wheel, the piston movesV back again to compress the charge between its end and the opposing Ycylinder-head. Just prior-to the finish of the compression-stroke of the piston, the spark-timing cam 8 comes into engagement with. spring-contact '10, `to close the circuit of an electric spark-mechanism (not shown) whereby .the compressed charge in the cylinder isY lired to Aforce vthe piston outward again to give impulse vto the crank shaft and wheels of the engine. By the time the piston has again. reached its outward position, thecam 11 onvthe half time gear begins to Ymove the push-rod 13 which in turn operates to open the exhaust valve of the engine and keep it open until said piston Vhas reached the end ,of its nwardstroke, during which time the products ofgcombustion are expelled from the engine-cylinder. Should the engine speed up beyond the number of revolutions/tothe minute forv which the governor is set, outward movement of permit return of the aforesaid arms, sleeve and stop-lever toY normal position, this gov- Y' erning of the engine being on what is known Vas the hit and miss plan.

f I'claim:

1.'In an internal-combustion engine,'the combination of a push-rod provided with fixed stops, a slide adjustable on the rod between the stops, a spark-timing cam, a spring-contact connected to the slide to-be in the pathY of said spark-timing cam, and means for holding the slide in adjusted position against one or the .other of said stops;

2. In an internal-combustion engine, the combination of a push-rod provided with a stop-pin, aV slide adjustable on the rod between the pin and a shoulder of sa1ne,a spark-timing cam, a spring-contact connected Vto the slide in the pathoffa 'sparktiming cam, and means for holding the slide in adjusted position. y Y Y @3..InF an internal-combustion engine, the combination of Va push-rod provided with a stop-pin, a grip-,plate on the rod between a shoulder of same and said pin, acslide adjustable on said rod and shoulder and pin, a thum -screw carried by the slidein opposition to the grip-plate,.a

kspark-timing cam, and a spring-contact 1n 4connection with said slide inthe path of the spark-timing cam. Y 4. In an internal-combustion combination of a push-rodY provided with fixed stops, a slide adjustable on the rod between the stops and provided with an arm, a spark-timing cam, a spring-contact in insulated connection withl the slide-arm in the path ofthe spark-timing cam, and means for holding the slide in adjustedV position against one or theother of said stops. A Y Y 5. In anl internal-combustion engine, Ythe combination of a push-rod provided with fixedv stops, a slide adjustable on the rod Ybetween thel stops, Vmeans for holding said slide in adjusted position against'one or the other of said stops, a spark-timing-cam, and a spring-contact connected tothe vaforesaid slide to bein the path ofthe spark-timing cam. Y Y l 6. -In an Vi'nter'nal-combustion engine, the combination Aof a governor,a governor-controlled vpush-rod stop-lever, a rotary adjustable cam carried by the lever, and a spring Varranged to'impinge thel cam inl opposition to governor movementof said'lever, adjustment of said cam servingY to vregulate the spring-tension against governor` movement ofthe aforesaid lever. V Y

7, In an internal-combustionengine, the combination of a governor, a governor-controlled push-rod stop-lever and a stationary pivot-pin for'same, a leaf-spring in connection with the pin, and a rotaryadjustable v vcam Vcarried by said Vlever in opposition'to late Vbetween said' engine, the

the spring, adjustment of the cam serving to regulate the spring tension against governor movement of the aforesaid lever.

8. In an internal-Combustion engine, the combination of a governor, a governor-controlled push-rod stop-lever and a stationary pivot-pin for same having a kerfed head, a leaf-spring engaging the lrerf of the pinhead, and a rotary adjustable cam carried by said lever in opposition to the spring, adjustment of the cam serving to regulate the spring tension against governor movement of the aforesaid lever.

9. In an internal-combustionengine, the combination of a governor, a governor-controlled push-rod stop-lever and a stationary pivot-pin for same, a leaf-spring in connection with the pin, a spindle extending from said lever, a cross-pin extending through the spindle, a spring-opposing cam loose on the spindle and provided with radial notches engageable with the cross-pin, and a camsupporting spring surrounding said spindle in chambers of the lever and cam, adjustment of said cam serving to regulate the spring-tension against governor movement of said lever.

10. In an internal combustion-engine, the combination of a governor, a governor-controlled push-rod stop-lever and a stationary pivot-pin for same, a leaf-spring in connection with the pin, a spindle in adjustable connection With said lever, a cross-pin extending through the spindle, a spring-oppos ing cam loose on the spindle and provided With radial notches engageable With the cross-pin, and a cam-supporting spring surroundin said spindle in chambers of the lever an cam, adjustment of said cam serving to regulate the spring tension against government movement of said lever.

11. In an internal-combustion engine, the combination of a governor, a governoncontrolled push-rod stop-lever and pivot-pin for same, a ledge extending from the support for the in, and a set-screw extendin through the edge against said pin, a leal spring in connection With the aforesaid pin, and a rotary adjustable cam carried by said lever in opposition to the spring, adjustment of the cam serving to regulate the spring tension against governor movement of the aforesaid lever.

12. In an internal-combustion engine, the combination of a push-rod provided with fixed stops, an arm fastened to the rod by Which said arm is carried, a slide adjustable on the rod between the stops, a spark-timing cam a spring-contact connected to the slide to be in the path of the spark-timing cam, means for holding the slide in adjusted position against one or the other of said stops, and an intake-valve locking spring in conneotion With the arm of said rod.

13. In an internal combustion engine, the combination of a push-rod provided With fixed stops, an arm fastened to the rod by which said arm is carried, a slide adjustable on the rod between the stops, a spark-timing cam a spring-contact connected to the slide to be in the path of the spark-timing cam, means for holding the slide in adj usted position against one or the other of said stops, an intake-valve looking-spring in connection With the arm of said rod, and a recoil-spring conecting the arm With a guide for said ro In testimony that I claim the foregoing I have hereunto set my hand at Port Vashington in the county of Ozaukee and State of Wisconsin in the presence of tWo Witnesses.

JOHN E. GILSON. Witnesses:

T. A. BOERNER, A. J. BOERGER. 

